Feed-valve for air-brake systems.



PATBNTBDJUNB 11, 1907.

G. WAGNER.

FEED VALVE FOR AIR BRAKE SYSTEMS.

APPLICATION FILED SEPT. 14. 1906.

fia,7 INTO/v GODWIN WAGNER, OF SAN ANTONIO, TEXAS.

FEED-VALVE FOR AIR-BRAKE SYSTEMS.

Speeication of Letters Patent.

Patented June 11, 1907.

Application tiled September 14, 1906. Serial No. 334,655.

io has for its principal object te provide a means for more quickly replenishing the supply of air in the auxiliary reservoir than is possible by the employment of the ordinary triple valve.

A further object of the invention is to provide a direct connection between the train pipe and the auxiliary reservoir, this connection forming a by-pass around the main piston of the triple valve, so that it will not be zo necessary for the engineer to wait until the air passes through the feed groove of the triple valve in order to obtain a full supply of air for braking purposes.

Vith these and other objects in view, as

2 5 will more fully hereinafter appear, the invention consists in certain novel features of construction and arrangement of parts, hereinafter fully described, illustrated in the accompanying drawings, and particularly go pointed out in the appendedclaims, it being understood that various changes in the form, proportions, size and minor details of the structure may be made without departing from the spirit or sacrificing any of the advantages of the invention.

In the accompanying drawings Fignre l is an elevation, partly in section, of the ordinary triple valve, auxiliary reservoir, and a portion of the brake cylinder, showing the 4o improved feed connection for the (uxiliary reservoir. Fig. 2 is a detail sectional View showing the check valve employed in the feed connection.

Similar numerals of reference are employed to indicate corresponding parts throughout the several figures of the drawings.

The triple valve A, the auxiliary reservoir B, and the brake cylinder O are of a well known type and are arranged to operate in 5o the usual manner.

Extending between the train pipe and the auxiliary reservoir is a feed pipe connection 10. This is shown in the present instance as formed of flexible material, although it may be metal. One end of the feed pipe connection is coupled directly to the auxiliary reservoir, and the other is shown as connected to the drip cup of the triple valve, although this connection may, of course, be made at any oint so long as there is a direct flow of air irom the train pipe to the auxiliary reservoir. in this connection is arranged a valve casing 11 containing a one way valve l2 that is closed by a spring 13, the valve opening only in the direction of the auxiliary reservoir, so that after the passage of the air from the train pipe to the reservoir, there can be no return of the air through this connection, the air being compelled to pass in the usual manner through the triple valve casing when it is desired to apply the brakes.

. .ln the ordinary triple valve construction, the air from the train pipe passes through a feed groove that is formed in the triple valve casing, or in the main piston of the valve proper, and this feed groove is open only when the tripleI valve is at release position. It is necessary, therefore, that considerable time elapse after the release of the brakes before the auxiliary reservoir can be restored to full pressure, and it frequently happens that the engineer has no air at his command when it is necessary to check the travel of a train in descending grades. ln the present case 1t 1s not even necessary for the engineer to wait the return of the triple valve to release position, for as soon as the engineers brake valve is placed at full release, or at running position the air flowing from the inain reservoir through the train pipe will pass through the connections 10 to the several auxiliary reservoirs, and a supply of air will be almost instantaneously replenished. Owing to the resistance offered by the spring 13, it is impossible for the air which enters the auxiliary reservoir through this connection to prevent the return of the triple valve to release position, inasmuch as the pressure which acts on the train pipe side of the main piston must be in excess of that which acts on the auxiliary reservoir side thereof.

I claim In an air brake system, the col'nbination with the auxiliary reservoir and the drip cup,

IOO

each provided with the usual threaded plug- 1 my own, I have hereto aixed my signature opening, of a valve easing engaging the plngin the presence of tWo Witnesses.

openino of the drip cup, and a feed pipe engagingbat one end With they drip @up and at GODWIN VAGNER its other end with the plug-opening of the Witnesses:

reservoir. A. W. BITTER,

In testimony that I claim the foregoing as E. WOLFF. 

